Internal-combustion engine



May 29, 1928. 1,671,388 L. E. VAN HlsE INTERNAL COMBUSTION ENGINE Filed May 12, 1925 2 sheets-snee@ 1 BY MORNY 2 Sheets-Sheet' 2 L. E. VAN HlsE INTERNAL COMBUSTION ENGINE Elled May 12, i925 May 29. 1928'.

Patented May 29, l928.

narran l stares .y f y 1,671,38s Parnu-'r oFFicE.

. LESTER, n; VAN nrsn, or ALTADNNA, emanen-NIa,I AssreNon `:no mmnsv.,

\ or Los ANGELES, CALIFORNIA..

Application filed May 12, 1925. Serial No. 29,823.

This application is a` continuation in part of application Serial No. 498,434, led Sepe tomber 3, 1921.

The invention in this ca-se relates to in ternal combustion engines, particularly to the fuel feed mechanism thereof.

lin object of the invention is to provide a novel,l simple, and effective apparatus which will be automatic in operation and will require practically no attention to maintain it operative.

' Another object to provide a fuel feed ing apparatus in which the amount of fuel' fed to the engine thereby is in! direct prof portion to the engine speed', A further and most important object is to eliminate the objectionable feeding, of unvaporized fuel directly to the intake or to the lubricating mechanism which is necessari'ly inherent in those fuel feeding devices of the prior art in which the fuel feed depends upon suction exerted through a conductor connecting a vacuum tank and the engine' intake, or a vacuumtank'and the oil' pump mechanism of internal combustion engines. My invention does not include a vacuum tank, nor anything else by which fuel can be fed' to or reach any part of the engine except through the carburetor thereof. The invention comprisesan unbroken conductor the interior of which communi- Cates with the main fuel tank and the car buretor only', thereby eliminating the slightest chance o f oil dilution which is the inevitable concomitant of prior ldevices ofthe type mentioned. y

A. further object is to utilize the energy ordinarily wasted and remaining in the fuel after its passage through the engine t0 cause the continuous operation of the fuel feedingv mechanism.

Otherl objects will become apparent as thev detailed description proceeds.

ln the drawings Figurev l illustrates an automobile incorporating the improved fuel elevating and feeding means.l

Figure 2 is a fragmentary cross sectional view showing the fuel elevatingl and feeding means as a Whole.

Figure 3 is afragmentary sectional view showing a modication of part ofthe fuel feeding means.

Figs. il, 5 and 6 are sectional views showing other modified forms of the invention.

rf he'fi-ielf feed mechanism A of the motor vehicle B' is used to feed fuel toanauxiliary tank C", th'evehicle' B comprising thel usual internal combustion engine 1:, exhaust. duct 2, carburetor 3, main fuel supply tank, 4,

, and feed line 5 leading from said tanki.

The mechanism A includes a valve member a, whichcomprisesa housing 6 provided with valve' chambers' 7' and' 8 having a connecting port 9; A valve seat member l0 is detachably connected toone end of hous'- ing 6 and has' a ball. valve 11 yieldingly heldl to the seat therein by a spring 12, a hanged member 13 being used to secure the feed line' 5' to the housingy 6", t

The' chamber 8 has a ball valveY 14 normally held to' its valve seat" by thel spring 15" to close the port 9', a port 16- being provided to establish communication between the cham-ber 8 andthe pipe 17 suitably connected to the housing of chamber by the member 18 as shownin Figure 1Q The pump-'boom-prises a shell of bottle 19 l'iaving a partthereof' inserted iny the eX- haust duct 2*, and held therein by the screw' 20 projecting from the bottom of shell 19 through the duct 2 anda nut 21 threaded on the screw 20'., The shell 19; and, housing' 6 are provided with ali'ne'd openings to form a port 22 communicating with port 9, and a valved priming device 23' is provided for the purpose of' introducing priming fuel to the mechanism. f

The pipe establishes communication be.- tween the port16 and the auxiliary tank C in which kis arranged, as an overflow, the projecting endy of' the return pipe 24 lead'-v ing'back'v to the. main storageV tan-kif. A pipe 2'55leadsi from vthe bottom of the auxiliary tank G to the carburetor 3.

In thev modification shown in Figurel they pump bottle- 26 is: designed forl insertionvertically in the exhaust duct- 2, and for this reason is' of' different `construction from that shown in Figure 2. It comprises' the outer shell' 26 havin-g an inner. she-ll 27, of smaller' external diameter than the intern-all diam-v eterA offV the shell 26',` seoured concentrical-ly therein with the closed end 28 spaced slightly from thebottomV 2910i shell 26- Thel iflrner shell' 27 is provided with ports` 50' to establish communication between the annu lar space 31 between the twoA shells-and thechamber 32 of shell- 27'. The cllarnloer 32 is connected directly tothe pipel 5 by means of' the short pipe `33, the pipe l7l'of the device shown in Fig. 2 being eliminated bythis construction. Check valves similar to'those shown-in` Figure 2, vbut not shown in F i 3, are arranged in the'line 5'on-oppos1te sides of the short connecting pipe 33 to serve the same purpose as those shown in 'Figure 2. l l

To start the apparatus, it is necessary to provide the carburetor with sufficient lfuel to startthue engineand keep it in operationv for a short time. This initial rcharge for the carburetor` is obtained from the auxiliary tank C which maybe filled for this purpose- With fuel'through the, plug 33. The pumping mechanism .is filled with fuel through the primer 23, and needs no priming after the first, as there is always sufcient fuel left l` -in th e auxiliary tank andthe pumping mechanism to start the engine and set the pumping mechanism in operation. i

After initial priming as just described, or after such use as leaves the apparatus primed, the starting and continued operationv of the engine causes the exhaust gases to heat the pumpshell inserted in the exhaust duct. Thisl heat applied to the shell expands the fuel with which it was primed, and partly vaporizes it, with the result that some of the fuelis forced past the check valve nearest the auxiliary tank C; the check valve `column of liquid fuel is forced past one of the'valves to the `auxiliary tank C, its inertia continues to move` i't'toward vthe said tank vandA creates a vacuum behind it, even after the pressure in the bott-le has been relieved whiclrcauses fuelto be forced byv atmos- .pheric pressure yfrom the main tank past the` nearest. check valve into the bottle and the spaces communicating therewith between thetwo valves. This alternate expulsion andL receptionv of fuel by thepumping bottle con-` tinues as long as there-is Vfuel in the main ltank andheat isapplied to the bottle.

The fuel is Jforced from the pumping bottle tothe auxiliary tank -i-n alternate strata of liquid and vapor which causes a continuous pulsat- 1 ing feed of liquid fuel to the auxiliary tank from which the fuel is fed by gravity to the carburetor.

yIn Figure 4, a very compact and efficient modification of my invention is shown. Here, the outer pump `shell 3 5 is fixedly positioned by any suitable means in the exhaustl 36, and has an inner shell 37 fixed to the bottom closure 38 and extending upwardly therein with its outer surface concentric with and spaced apart slightly. from the inner vsurface of the outer shell 35. The top of Lernsss the inner shell 37 is closed by a plug 39,

and series of apertures v40 are provided therein adjacent its bottom near the closure 38.y

The upper end of shell 35 is providedr with a closure 41` having an aperture 42 in which is seated the end 43 of a cooling coil fuel conductor 44, enclosed in the auxiliary supply tank 45. The shell 35 has a valve Seat member 46 secured therein adjacent they .closure 4l to form a valve chamber 47 in which is seated a plate valve 48 shaped substantially as shown inFigure 6. A This plate 43 has a central portion 49 which closes the aperture 50 in said member when in contact with seat 5l. The projections 52 on the plate 48 keep it centered in shall 35 and provide the spaces 53 (shown iny dot-ted' outline) which permit fuel to pass around the central portion 49, when the' plate 48 is lifted from its seat, to the entrance end 43 of coil 44.

Between the valve member 46 andthe top 39 ofy the inner shell, the outer shell 35 is provided with an aperture 54 which -communicates with a passageway 55 extending from the base 5G of the auxiliary tank' 45. The passageway 55 is connected by pipe 5 to the main fuel supply tank 4to conduct fuel therefrom into the space between valve 46 and the top 39v'of the inner shell of the pump. c

An overflow `pipe v57 extends upwardly from base 56 and is connected by 4a return line 24A to'supply tank 4. The usual vent 58 is provided at the upper' part of the tank 45, and apipe 25 connects the lower part of the base 56 -with the carburetor.

In the modification just described, the'cool incoming gasllowing on top o'fand around the inner shell 37 reduces the temperature thereof very quicklyafter its heating during a fuel expulsion periode-and serves to keep within the necessary operative llimits the ratiosI of lengths of vapor strata to the lengths of liquid -fuel forced into the auxiliary tank. f

In Figure 5, there is shown a modification in which the outer pump shell 35 is providedA with a nozzle 59 toincrease the velocity of expulsion ofthe fuel from the pump to the auxiliary tank. A jacket 60 surrounds the greater part of the shell 35 which-projects from the exhaust, and has apipe 5 vconnecting its lower end to the supply tank4. Apertures 61 in shell 35, adjacent to the entrance end of pipe 5 admit fuel into the space between the two shells of the pump. The upper end of the jacket 60 is provided with valve mechanism similar to that shown in Figure 6, and has a pipe 17 extending therefrom to an auxiliary supply tank similar `to that yshown in either Figures 3 or 6. 'In the modification shown in Figure 6, the outer shell 35 is provided with a cooling jacket 61 from the top of which a pipe 62 leads to the auxiliary tank 63. The pump ascissa `proper is identical with that shovvn Figtionl shown in Figure 5,'and that all fuel expelled from the'pump must pass through the pipe G-l. and the cooling a'cket 6l before it can reach pipe 62 leading to the auxiliary tank (i8. rill'iis arrangement cond'enses' and reduces the lengths ofthe vapor strata and keeps the tei'ni'ierature of the apparatus within operative limits.

I claim 1. The combination with the exhaust duct of an internal combustionengine, of a pumping bottle having a part thereof seated Within said duct, pipes extending in opposite directions from said bottle, and conin'iunicating with the interior thereof, and a check valve in each of said pipes.

2. In combination with an internal combustion engine having an exhaust duct and a carburetor', a source of fuel supply, a pumping bottle partly seated in. said duct, a pipe connecting 'said source of supply to said bottle, a check valve in said pipe, a storage tank arranged above said carburetor, a pipe connecting said bottle to said tank, an overflow pipe connecting said tank to the source of supply, and a pipe connecting said tank and carburetor.

3. Apparatus of the character described including, a thermal pump comprising a vessel closed at one end, a second vessel closed at one end and arranged Within the firstv with its closed end adjacent to but spaced from the closed end of the iii-st vessel and having its outer periphery spaced from the inner periphery of the first named vessel to form a restricted space therein, said second vessel having ports adjacent its closed end communicating With said restricted space. y

4. In combination with an internal combustion engine having an exhaust manifold, main and auxiliary tanks arranged at different elevations, a thermal pump including a tubular shell carried by the manifold and .subjected to the heat of the exhaust gases passing therethrough, said pump being` constructed to provide a vapor chamber and having intake and discharge pipes communicating respectively with the main and auxiliary tanks, and check valves arranged in said pipes.

5. A fuel pumping system for an internal combustion engine comprising, in combination With the exhaust pipe of the engine, an open fuel supply tank, a thermally operated pump having a chamber disposed in part Within said exhaust pipe, a feed pipe lead- I? arti cuila r ing from. the fue-l supply tank to the pumping chamber, a check. valve in said pipe, ay. dlschargepipe also eonnnunicatmg with said chamber, a check valve in said discharge line, a reservoir for receiviiitig liquid discharged by said discharge line, a feed connection from said reservoir to the carburetor of the engine, and an voverflow pipel leading frornlthe reservoir to the supply tank.`

6. The Vmethod of feeding liqguid'fuel to a heat generating fuel burner which coni.- prises, subdividing a m-ass body-'of liquid fuel into successive small charges, taking heat from thev burner and adding the same to. 'each charge1 in succession, vaporizing a portion of each charge by said adi-*led heat, performing the mechanical Work of moving successive charges to the burner by the expansion of said vapor of each charge, condensing the vapor of each charge by absorbing the heat ofvaporization in the succeeding charge, and employing the heat remaining in each charge to assist in vaporization of the fuel fed to the burner.

7. In combination with an internal combustion engine having a carburetor and eX- haust pipe, a fuel tank, a reservoir for feeding the carburetor, a heat operated pumping device connected betweenithe tank and the reservoir, a connection from the exhaust pipe to said pumping device to supply heat thereto from the exhaust gases of the engine, and means controlled by filling of the reservoir por1 stopping the effective pumping of the ue. y

8. The combination With an internal combustion engine having a carburetor and an exhaust pipe, of a fuel tank, a reservoir for feeding the carburetor, a heat operated pumping device connected between the tank and the reservoir, a connection from the exhaust pipe to said pumping device to convey a portion ofthe exhaust gases ofthe engine thereto, and level controlled means for stopping the effective pumping of fuel When the reservoir is full.

9. In a fuel feeding system for internal combustion engines, the combination ofan engine having a carburetor' and an exhaust pipe, a low level fuel supply tank, a feed line from the bottom of the tank to the carburetor, a thermal pumping element in series relation in said feed line ata point Where it Will be filled by gravity from said tank, and means to heat the pumping element from the exhaust pipe of the engine.

10. In combination, an internal combustion engine, a fuel feeding device therefor, a fuel supply tank, a pumping chamber having an inlet communicating With said supply tank and an outlet communicating with said fuel feeding means, means for heating said pumping chamber` from the exhaust gasesr from said engine,- and kmeans'yassociated With said chamber 'whereby the heating ofthe liquid therein creates pumping pulsations in said chamber.y

` circulation of heated fuel, and drawing from this circulating` volume of heated fuel as required. i y l2. A fuel'supply system for internal combustion engines including in combination With the exhaust pipe of an engine, fmain andv auxiliary tanks arranged at different elevations, and athermal pumpingdevice carried by the pipe and subjected to the heat of gases passing therethrough and having pipes communicatingrespectively with the with the exhaust pipe of an engine, mainv and auxiliary tanks arrangedl at different elevations, and a thermal pump devicer carried by the exhaust `pipe and subjected. to

the heat kof exhaust gases passing therethrough, said pump device being constructed to provide a vapor chamber and having; intake and discharge connections respectively communicating With the main and auxiliary tanks, and reversely operating check valves arranged in said vintake and 'discharge connections.

In testimony whereof I have signed my name to this specification.

` LESTER E. VAN HISE 

